Method and device for controlling the supply of a pressure medium on rail vehicles (compressor management)

ABSTRACT

The invention relates to a method for controlling the supply of a pressure medium on rail vehicles which are coupled together in a tractive link both mechanically and in order to enable the flow of said pressure medium, whereby said pressure medium is supplied by a main air container pipe which extends through all rail vehicles and which is fed with a pressure medium via a plurality of compressors individually mounted in each rail vehicle. The aim of the invention is to allow a balanced use of the compressors included in the tracture link. In order to achieve this, a changeable or fixed order of priority is defined for the compressors according to the total number of compressors in the tracture link, whereby the number of compressors activated depends on the order of priority necessary to meet the actual required amount of pressure medium.

[0001] The invention relates to a method for controlling the supply of a pressure medium on rail vehicles, according to the preamble of claim 1 as well as to a respective device according to the preamble of claim 13.

[0002] The applicant's German Patent Document DE 198 48 995 A1 reveals a main air reservoir pipe which, conforming to standards, extends through all rail vehicles of a train formation and can be connected at the coupling points. This common pressure medium pipe is connected to the main air reservoirs which are assigned to one rail vehicle respectively. The main air reservoirs store the pressure medium in the form of compressed air which is required for the operation of braking devices as well as other pressure-medium-operated aggregates—such as door opening systems—. In addition to the main air reservoir pipe, a second so-called main air pipe usually also extends through the train formation. However, this main air pipe fed by way of a train brake valve is used only for controlling the braking devices of the train formation, that is, for transmitting the braking signal. To this extent, the aggregates controlled by the main air pipe do not significantly contribute to the pressure medium consumption within the train formation.

[0003] For feeding the system of the main air reservoir pipe important with respect to the pressure medium demand, compressors are customarily used. In a known manner, a compressor subjects air taken in from the atmosphere by means of a mechanical driving energy by compression to an excess pressure. The compressors, which are present in a decentralized manner on each individual rail vehicle of the train formation, are mutually connected with respect to the pressure medium by means of the common main air reservoir pipe.

[0004] The control of this pressure medium supply within the train formation can take place in a generally known manner by an independent decentralized pressure control. By means of a local pressure sensor assigned to each local compressor, the condition of a pressure medium requirement within the train formation can be determined in this case. A pressure medium demand arises when the pressure in the main air reservoir pipe falls below a defined limit pressure. In this case, a switching device connected on the input side with the local pressure sensor switches on the local compressor in order to cover the pressure medium demand. The switching device will then switch the compressor off again when the reaching of an also defined maximal pressure is indicated by way of the pressure sensor. This so-called pressure monitor is thereby based on the principle of an on-off control.

[0005] The significant disadvantage of the known decentralized on-off control is the uncoordinated interaction of the compressors within the train formation. Although, as a result of the decentralization, a self-sufficient pressure medium supply is achieved for each rail vehicle which most easily allows a freely selectable mutual coupling of the rail vehicles, the resulting uncoordinated interaction leads to an increased wear of the compressors, which causes high expenditures with respect to maintenance and a shortened service life of the compressors. Thus, for example, tolerance differences in the case of pressure sensors in the reference system of the train formation may have the effect that always only a single compressor is used for meeting a low pressure medium demand occurring during the operation, whose assigned pressure monitor triggers at a limit pressure value which is still in the tolerance range but is minimal. During its entire service life, this compressor will then be stressed comparatively more frequently than the other compressors. This one-sided stressing of a compressor increases its wear, so that the latter also has to be serviced at shorter intervals.

[0006] On the other hand, in the event of a greater pressure drop below the limit value, all compressors are immediately switched on jointly in order to cover the arisen pressure medium demand. However, in most cases, an operation of all compressors is not necessary because even a few compressors can cause a maximal pressure within a very short time. The starting phase of all compressors in the case of a joint switch-on results in a high energy consumption as well as in unnecessary peak loads in the energy system of the train formation.

[0007] It is therefore an object of the present invention to further improve the control of the pressure medium supply in the case of rail vehicles such that a utilization of the compressors existing in the train formation is achieved which is as balanced as possible in order to minimize particularly the wear and the energy consumption of the compressors.

[0008] This object is achieved by means of a method according to claim 1. With respect to a device, the object is achieved by means of claim 13. The dependent claims which refer back to the above claims indicate advantageous further developments of the invention.

[0009] The invention includes the method-related teaching that, corresponding to the total number of compressors available in the train formation, a fixed or alternating priority sequence is defined for the compressors in which case, depending on the actual pressure medium demand, only that number of compressors will be caused to operate according to the sequence of their priority which are required for covering the actual pressure medium demand.

[0010] The advantage of the control method according to the invention for the compressors of the train formation is the demand-based on-and-off switching of the required compressors which is carried out as a function of the priority according to a fixed sequence which, however, is optionally freely changeable. A change of the priority sequence can take place under certain triggering conditions which will be explained in greater detail below. Since all compressors no longer contribute to the pressure medium supply in an equal manner, the on- and off-switching frequency can be significantly lowered, which minimizes wear and saves energy. In order to service, for example, a constant pressure medium consumption, the compressors with the highest priority run predominantly constantly at their optimal operating temperature, at which the wear is low. A low additional pressure compensation at operationally caused pressure fluctuations can then be carried out by means of the compressor with the next highest priority, which, however, is connected only as required.

[0011] For such a compensation of operationally caused pressure fluctuations in the main air reservoir pipe, in the event of a pressure drop below a defined low limit values, in addition to the already switched-on compressors, preferably first the compressor with the next higher priority is caused to operate. When a maximal pressure is reached, analogously, first the compressor with the next lower priority of the switched-on compressors is then caused to cease its operation. This control concept by means of two pressure limit values therefore follows the principle of the on-off control.

[0012] According to another measure improving the invention, when the operation of the pressure medium supply of the train formation is started, the compressors are switched on at different time delays. When the maximal pressure is reached, these are then switched off again at different time delays, the switching-on and off respectively taking place after the expiration of a time period defined as a function of the priority of each compressor. The time-related switch-on delay prevents a disadvantageous power peak in the energy consumption so that a dependable standing start of the compressors can take place—for example, when the pressure medium supply is actuated after an assembling of the train formation from individual rail vehicles.

[0013] For defining the priority sequence of the compressors, the latter are preferably switched on at different individual lower limit pressures and are switched off again at different individual upper maximal pressures. In this case, essentially the compressor with the highest priority is switched on first because of the smallest lowest limit pressure and, because of the smallest lowest maximal pressure is first switched off again, the compressors which follow with respect to the priority being switched on and off respectively by in each case a next higher differential pressure value in an offset manner. In a simple fashion, this pressure staggering results in the priority sequence according to the invention for the compressors and permits a successive load-optimal approximation to the maximal pressure of the pressure medium supply. In addition, it is also conceivable to define the priority sequence of the compressors differently—for example, by a higher-ranking electronic control unit—. In this case, the electronic control unit can be connected with the switching devices of all compressors for the controlling by means of a data bus extending through the train formation. The controlling of the pressure medium supply within the train formation can therefore take place in a centralized manner from a higher-ranking electronic control unit or in a decentralized manner by a control unit assigned to each compressor, in the latter case, a mutually coordinated adjustment being required. In the simplest case, the control unit may be constructed as a conventional pressure monitor on the compressor, which pressure monitor can be adjusted for setting its priority. By way of a common data bus, an advantageous master/slave assignment and therefore a centralization of the control can be achieved in this case. In the simplest case, an electrical or mechanical manual selection switch or the like constructed directly on the compressor is suitable as the device for the decentralized defining of a priority sequence.

[0014] The priority sequence of the compressors may remain defined in an unchanged manner after the assembling of the rail vehicles to a train formation. However, a changeability of the priority sequence is particularly advantageous. Such a repriorization may take place in a fixedly or randomly time-controlled or pressure-controlled, temperature-controlled or moisture-controlled manner or in any other suitable manner. The change in the priority sequence of the compressors has the advantage of a uniform scattering of the wear and thus a particularly balanced utilization of all available compressors. Extremely varying maintenance intervals for compressor systems of the rail vehicles can thereby be avoided. The change of the priority sequence therefore provides a uniform rotation in the utilization frequency of the compressors in the train formation. Since, as a result, an extended stoppage of each compressor and therefore an absolute cooling is avoided, a wear-causing moisture release of compressors, which occurs in the warm-up phase, can be effectively prevented.

[0015] For a time-controlled change of the priority sequence during the operation of the pressure medium supply, preferably when a defined uninterrupted operating period is reached, the compressor with the highest priority is changed to the lowest priority and is therefore switched off, in which case this compressor is replaced by a compressor with the next higher priority. In addition, other time-controlled changing methods are also conceivable. Thus, a change of the priority sequence can also be coupled to a fixed hour or date change as a triggering event.

[0016] In the case of an alternative pressure-controlled change of the priority sequence during the operation of the pressure medium supply, when a defined switch-over pressure value is reached within the main air reservoir pipe, the compressor with the highest priority can be changed to the lowest priority and can thereby be switched off, in which case this compressor is again replaced by a still switched-off compressor with the next higher priority. In the simplest case, the switch-over pressure value triggering a change in the priority sequence, for example, after a significant pressure drop, can be caused by a braking of the train formation to a stoppage.

[0017] For an also conceivable temperature-controlled change of the priority sequence during the operation of the pressure medium supply, when the operating temperature is reached and after the expiration of a defined holding time, the compressor with the highest priority can be changed to the lowest priority and can therefore be switched off, this compressor, in turn, being replaced by a still switched-off compressor with the next higher priority. The temperature-controlled change therefore represents a measure aimed at the optimization of an operating mode of the compressors which is as dry as possible.

[0018] For an alternative moisture-controlled change of the priority sequence, during the operation of the pressure medium supply the compressor with the highest priority is changed to the lowest priority when a dry operating condition is reached and is therefore switched off, this compressor being replaced by a still switched-off moist compressor with the next higher priority. This moisture-dependent control, which can be achieved by suitable sensors, therefore represents another conceivable possibility with a view to the optimization of an operating mode of the compressors which is as dry as possible.

[0019] In addition, other control methods for changing the priority sequence are also conceivable which relate to suitable parameters in the pressure medium supply, from which causes of wear can be derived. A mutual combination of several control methods is also conceivable.

[0020] Additional measures improving the invention are indicated in the dependent claims or are illustrated in detail in the following together with the description of a preferred embodiment of the invention by means of the individual figures.

[0021]FIG. 1 is a schematic representation of a train formation with devices for the pressure medium supply according to the invention;

[0022]FIG. 2 is a consumption diagram of the pressure medium supply according to the invention in the case of an operationally caused constant pressure medium consumption;

[0023]FIG. 3 is a switching diagram for illustrating a priority sequence created by staggered pressure values;

[0024]FIG. 4 is a switching diagram for illustrating a time-staggered delay during the on- and off-switching of the compressors; and

[0025]FIG. 5 is a typical drying course diagram of a compressor.

[0026] According to FIG. 1, a train formation consists of several rail vehicles, of which only three rail vehicles 1 a to 1 c are illustrated here as an example, which can be moved along on rails 2 and are mutually coupled mechanically. The pressure medium supply of the train formation, which is required particularly for the operation of the braking system, takes place by way of a main air reservoir pipe 3 extending through all rail vehicles 1 a to 1 c through the entire train formation. The main air reservoir pipe 3 is interconnected with respect to the pressure medium in sections at the connection points of adjacent rail vehicles 1 a to 1 b or 1 b or 1 c by way of pressure medium couplings 4 a and 4 b respectively. The admission of compressed air to the main air reservoir pipe 3 takes place by way of compressors 5 a to 5 c which are assigned to one rail vehicle 1 a to 1 c respectively and whose reservoir is connected with the main air reservoir pipe 3. To this extent, each reservoir of the compressors 5 a to 5 c is short-circuited by way of the joint main air reservoir pipe 3, so that the same pressure level exists in this system. In this embodiment, each compressor 5 a to 5 c is equipped on the input side with a separate control unit 6 a to 6 c, so that here a control of the compressors 5 a to 5 c takes place which is arranged in a decentralized manner. The control units 6 a to 6 c comprise switching devices, which are not shown in greater detail, for switching the compressors 5 a to 5 c on and off as well as devices interacting therewith for determining a priority sequence for the compressors 5 a to 5 c within the train formation; here, for example, by means of a manually adjustable automatic pressure monitor.

[0027] By means of these devices, a control by means of a priority sequence, which is visible in FIG. 2, can be carried out. In this case, each compressor of the train formation receives a priority 1 to 5 as an identification (axis of the ordinate of the consumption diagram) which results in a priority sequence. As a function of the actual pressure medium demand, only that number of compressors is actuated according to the sequence of their priority 1 to 5 which is required for covering the actual pressure medium demand. In the examined example, a pressure medium consumption is assumed which is constant of time and for whose covering the power of from 3 to 4 compressors is required. According to the priority-based control of the pressure medium supply, this demand is covered by a 100% operation of the compressors with the priority 1 to 3. The first three compressors are therefore in continuous operation. The residual 40% demand is covered by the compressor with the next higher priority 4 which, viewed over time (axis of the abscissa of the consumption diagram) is actuated at 40% by means of a changing switching-on and -off. The remaining compressor with the lowest priority 5 does not have to be used here. For the refilling of the—here constant—operationally caused pressure medium consumption, concretely at a resulting pressure drop below a defined lower limit value, in addition to the already switched-on compressors of priority 1 to 3, first the compressor with the next higher priority 4 is actuated. When a maximal pressure is reached, analogously first the compressor with the next lower priority 4 of the switched-on compressors of the priority 1 to 4 is stopped.

[0028] According to FIG. 3, for defining the priority sequence 1 . . . 5 (axis of the ordinate of the switching diagram), the compressors are switched on at different individual lower limit pressures, which differ by the amount Δp_(on) (axis of the abscissa of the switching diagram), during the operation for the refilling. Analogously thereto, the compressors are switched off also at different individual upper maximal pressures which differ by the amount Δp_(off). When the operation is started without pressure, however, a filling first takes place while using all compressors to the highest maximal pressure which is caused by the compressor with priority 5. As a result of their maximal pressures, which differ by the amount Δp_(off), the compressors switch off in steps. The compressor with priority 1 switches off first. When refilling during the operation, the compressor with the lowest priority 5 is switched on again first. The compressors following in the priority 4 to 1 are switched on in an offset manner by in each case a next higher differential pressure value step of the amount Δp_(on), if this is required for a refilling with pressure medium.

[0029] When the operation of the pressure medium supply is started, according to FIG. 4, the compressors of the train formation are switched on in a differently time-delayed manner in order to avoid power peaks in the energy supply of the compressors, which is a result of the individually different amount of the switch-on time delay x (adjacent to the axis of the ordinate of the switching diagram). Analogous thereto, when the maximal pressure is reached, the compressors are switched off again by an individually different amount of a switch-off time delay y.

[0030] In this case, a switching on or off takes place after the expiration of an individual time period defined as a function of the priority 1 to 5 of each compressor in order to create a priority-dependent staggering to this extent.

[0031] So that a one-sided stressing of compressors with higher priorities 1, 2, among others, is provided, a rotating change of the priority sequence of the compressors takes place additionally. For a time-controlled change of the priority sequence during the operation of the pressure medium supply, when a defined uninterrupted operating duration is reached, the compressor with the highest priority 1 can be changed to the lowest priority and can therefore be switched off if it is not needed. The other compressors move along correspondingly with respect to their priority.

[0032] With reference to FIG. 5, in the case of this time-controlled change of the priority sequence, the operating duration of a compressor can be defined at least by means of the time which the compressor requires for changing from a wet warm-up phase “wet” by way of a warm phase “warm” to a dry condition “dry”. As a result, all compressors in the train formation can be kept dry which counteracts the wear of the pressure supply system as a result of moisture. A moisture release (hatching) of the compressor takes place by way of the warm-up phase “wet” and the warm phase “warm”.

[0033] The invention is not limited to the above-described preferred embodiment. On the contrary, modifications of this embodiment are also conceivable which, despite a construction of a different design, intrude into the scope of protection defined by the claims. In particular, the invention is not limited to a time-controlled change of the priority sequence. This change may also take place in a pressure-controlled, temperature-controlled, moisture-controlled or any other suitable manner. Furthermore, different centralized or decentralized control modes are also conceivable for defining the priority sequence. 

1. Method for controlling the supply of a pressure medium on rail vehicles, which are mutually coupled mechanically and with respect to the pressure medium within a train formation, the pressure medium supply being implemented by way of a common main air reservoir pipe (3) which extends through all rail vehicles (1 a to 1 c) and which is fed with a pressure medium by way of several compressors (5 a to 5 c) individually provided essentially in each rail vehicle (1 a to 1 c), characterized in that, corresponding to the total number of compressors (5 a to 5 c) available in the train formation, a changing or fixed priority sequence for the compressors (5 a to 5 c) is defined, as a function of the actual pressure medium demand, only that number of compressors (5 a to 5 c) being actuated according to the sequence of their priority which is required for covering the actual pressure medium demand.
 2. Method according to claim 1, characterized in that, for refilling operationally caused pressure medium consumptions in the event of a related pressure drop in the main air reservoir pipe (3) below a defined lower limit value, additionally to the already switched-on compressors (5 a, 5 b), first the compressor (5 c) with the next higher priority is actuated, and in that, when a maximal pressure is reached, analogously, of the switched-on compressors (5 a to 5 c), first the compressor (5 c) with the next lower priority is switched off again.
 3. Method according to claim 1 or 2, characterized in that, when the pressure medium supply of the train formation is actuated, the compressors (5 a to 5 c) are switched on in a differently time-delayed manner and, when the maximal pressure is reached, are switched off again in a differently time-delayed manner, the switching on and off respectively taking place after the expiration of a time period defined as a function of the priority of each compressor (5 a to 5 c).
 4. Method according to one of the preceding claims, characterized in that, for defining the priority sequence of the compressors (5 a to 5 c), these are switched on at different individual lower limit pressures and are switched off at different individual upper maximal pressures, as a result of the smallest lowest limit pressure, the compressor (5 a) with the highest priority being switched on last, and the compressors (5 b to 5 c) which follow with respect to their priority being switched on earlier offset by one next higher differential pressure value respectively.
 5. Method according to one of the preceding claims, characterized in that the controlling of the pressure medium supply within the train formation takes place in a centralized manner from a higher ranking control unit or, in a decentralized manner, by a control unit (6 a to 6 c) assigned to each compressor (5 a to 5 c).
 6. Method according to one of the preceding claims, characterized in that the actual pressure medium demand of the train formation is determined by means of the pressure in a common main air reservoir pipe (3) which is looped through all rail vehicle vehicles (1 a to 1 c).
 7. Method according to one of the preceding claims, characterized in that a fixed priority sequence of the compressors (5 a to 5 c) is defined in an unchangeable manner after the assembling of the rail vehicles (1 a to 1 c) to a train formation.
 8. Method according to one of the preceding claims 1 to 6, characterized in that a change in the priority sequence of the compressors (5 a to 5 c) takes place in a fixedly or randomly time-controlled, pressure-controlled, temperature-controlled or moisture-controlled manner.
 9. Method according to claim 8, characterized in that, for a time-controlled change of the priority sequence during the operation of the pressure medium supply, the compressor (5 a) with the highest priority is changed to the lowest priority when a defined uninterrupted operating period is reached and is therefore switched off, this compressor (5 a) being replaced by a still switched-off compressor (5 b) with the next higher priority.
 10. Method according to claim 8, characterized in that, for a pressure-controlled change of the priority sequence during the operation of the pressure medium supply, the compressor (5 a) with the highest priority is changed to the lowest priority when a defined switch-over pressure value within the main air reservoir pipe (3) is reached and is therefore switched off, this compressor (5 a) being replaced by a still switched-off compressor (5 b) with the next higher priority.
 11. Method according to claim 8, characterized in that, for a temperature-controlled change of the priority sequence during the operation of the pressure medium supply, the compressor (5 a) with the highest priority is changed to the lowest priority when the operating temperature is reached and after the expiration of a defined holding time and is therefore switched off, this compressor (5 a) being replaced by a still switched-off compressor (5 b) with the next higher priority.
 12. Method according to claim 8, characterized in that, for a moisture-controlled change of the priority sequence during the operation of the pressure medium supply, the compressor (5 a) with the highest priority is changed to the lowest priority when a dry operating condition is reached and is therefore switched off, this compressor (5 a) being replaced by a still switched-off wet compressor (5 b).
 13. Device for controlling the supply of a pressure medium on rail vehicles, which are mutually coupled mechanically and with respect to the pressure medium within a train formation, and the pressure medium supply takes place by way of a common main air reservoir pipe (3) extending through all rail vehicles (1 a to 1 c), which main air reservoir pipe 3 is connected at the coupling points of the rail vehicles (1 a to 1 c) by way of pressure medium couplings (4 a, 4 b) in sections, and is fed with a pressure medium by way of several compressors (5 a to 5 c), an assigned compressor (5 a to 5 c) being provided essentially in each rail vehicle (1 a to 1 c), characterized in that devices are provided for defining a priority sequence for the compressors (5 a to 5 c) based on the total number of compressors (5 a to 5 c) available in the train formation, as a function of the actual pressure medium demand, switching devices actuating only that number compressors (5 a to 5 c) according to the sequence of their priority, which are required for covering the actual pressure medium demand.
 14. Device according to claim 13, characterized in that, for determining the actual pressure medium demand of the train formation, a single pressure sensor is provided, or a pressure sensor equipped with a safety duplicate and arranged in the common main air reservoir pipe 3 looped through all rail vehicles (1 a to 1 c), or at the reservoir of a compressor (5 a to 5 c) is provided.
 15. Device according to claim 13, characterized in that the devices for defining a priority sequence are constructed in the manner of a centralized or decentralized electrical or mechanical manual selection switch.
 16. Device according to claim 13, characterized in that the devices for defining a priority sequence are constructed as a centralized or decentralized electronic control unit (6 a to 6 c).
 17. Device according to claim 16, characterized in that the electronic control unit (6 a to 6 c) is connected by way of a data bus extending through the train formation with the switching devices of all compressors (5 a to 5 c) for the control.
 18. Device according to claim 13, characterized in that the switching devices of the compressors (5 a to 5 c) are constructed in the manner of an adjustable automatic pressure monitor. 